Railway car truck



Feb. 2, 1943. K. EDAHL ET AL RAILWAY CAR TRUCK Filed Dec. 9, 1940 4 Sheets-Sheet l Feb. 2, 1943. K. EDAHL ET AL RAILWAY CAR TRUCK Filed Dec. 9, 1940 4 Sheets-Sheet 2 l ll lllllllllllllllll Illllll llllllflh INVENTORS.

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Q R mm R k wk Feb. 2, 1943. K. EDAHL ETAL RAILWAY CAR TRUCK 4 Sheets-Sheet 4 Filed Dec. 9, 1940 Patented Feb. 2, 1943 RAILWAY CAR TRUCK Knute Edahi and Cyrus J. Holland, Chicago, 111., assignors to Holland Company, a corporation of Illinois Application December 9, 1940, Serial No. 389,180

9 Claims. (Cl. 105-490) This invention relates to vehicles, and more particularly to railway trucks and the like.

An object of the invention is the provision of new and improved mechanism for supporting the bolster in such manner that during its initial endwise swinging movement the outer end of the bolster will be elevated for resisting this move- I ment, so that even the lateral swaying of the bolster due to "nosing" oi the truck, and the like, will be reduced to a minimum. Upon further endwise movement of the bolster the vertical movement thereof on the outer end will be sharp- 1y increased as the longitudinal oscillation or swinging movement oi the bolster increases without materially increasing the vertical movement of the inner end of the bolster. By means of this arrangement gravity is utilized for limiting the outward movement oi. the bolster as the car rounds curves at high speeds. This is accom-- plished because of the rapid increase in vertical movement of the bolster due to shifting of the curve from a long to a short radius.

A further object of the invention is the provision of a new and improved railway truck and associated spring mechamsm and bolster suspen= sion so constructed and arranged that harmonic action of the spring suspension or spring assembiies will be eliminated, or at least will be reduced to a minimum, and the parts will be promptly returned to normal position after rounding curves even at highspeeds.

A still further object of the invention is the provision of a new and improved mechanism for sharply banking a railway car after the initial lateral movement ofthe bolster during the travel of the truck around curves at high speed.

A further object of the invention is the provision of a new and improved railway. truck that is simple in construction, easily assembled, efiloient in use, that will support a car with a maximum amount of resiliency, and one that reduces harmonic action of the spring suspension to a minimum.

Other and further objects and advantages of the invention will appear from the following description, taken in connection with the accompanying drawings, in which Fig. l is a plan view of the truck embodying the invention, partly in section;

Fig. 2 is a side elevation thereof, with parts in section and parts broken away;

Fig. 3 is a section on the line 3-3 of Fig. 1;

Figs. 4, 5 and 6 are sections on the line 4-4, 5-5 and 8-6, respectively, of Fig. 2;

Fig. 10 is a side elevation of a portion of the truck showing a further modified form of construction;

Fig. 11 is a section on the line H-l! of Fig. 10;

Fig. 12 is an end view of one of the swing hanger pins; i

Fig. 13 is a side elevation thereof;

Fig. 14 is a transverse section of a further modified form of the construction as used on passenger cars.

The operation of high speed trains has brought many problems. Among them is the problem of so supporting and operating the cars that the lading will ride smoothly and with a soft resiliency, irrespective of the weight or class of lading. In the conventional railway cars heavy loads are more softly or more resiliently supported by the spring suspension than the higher loads. Furthermore, unless dampeners, snubbers onshoclr absorbers be employed in connection with the spring suspension the conventional freeacting coil spring assemblies are likely to develop harmonic action or vertical vibration of more or less high frequency, which is highly objectionable because the harmonic action may build up to such an amount, under certain conditions, as to cause the springs to so solid and injure the springs or side frame, or both, beside causing considerable jarring or joltlng of the lading.

The present invention seeks to remedy these difliculties by the provision of mechanism that reduce lateral swaying of the car to a minimum, revents harmonic action of the springs, lessens shocks to'the lading, and materially reduces jars and shocks to the car on rounding curves at high speeds.

Referring now to the drawings, the reference character it designates a railway car truck having what, for convenience of description, will be termed the front axle H and rear axle i2, having rigidly mounted on the ends thereof the wheels It, as is usual in such constructions. The outer ends of the axles are provided with journal boxes It, as is usual in such constructions.

The truck is provided with side frames I5 and I6, each of which has pedestals il'and l8 at each end thereof (Fig. 2), and between which are slidably mounted the Journal boxes l4. Each side frame is provided with inner and outer plates I9 and 2|, respectively, which are connected together by upper and lower plate portions 20 and 2 asoasss 30. and by a plurality of web portions 4|, 53. Each of the frames is provided with a window opening 23, bounded on the sides by the webs 30 and through which the ends of the bolster 24 extend. In the form of construction shown the side frames are cast, but it is understood they may be of the type built up from sheet metal plates, if desired. The side frames are held in spaced relation by tie members or-transoms 25, 28, each of which is a channel memher having horizontal flanges 21, 23, and a web or back member 23, as shown in Fig. 1 of the drawings. These tie members are turned back to back, as shown in said figure.

The ends of the flanges of the channel members are removed so that the web portions 23 of the tie members extend through the window opening and are connected to flanges on the side frame adjacent to the window opening, as shown in Fig. 1. The web portions 23 are rigidly held in position by any suitable means. In the form of construction shown each web member 29 is provided with clips or flanges 3|, which are welded to the web member and have their outer ends turned over the inner flange 32 on the web members 50, which form the marginal side walls of the window opening 23, and the outer end of the web 29 is adapted to be riveted or welded to the outer flange 33 of the web 50, as shown most clearly in Fig. 1 of the drawings.

The web portions 29 of the tie members constitute wear plates for the bolster. By removing the flanges at the side frame the web portions 29 are more or less resilient and flexible, and consequently they will yield more or less to accommodate unequal movements of the side frames aroimd curves. These web portions, however, being rigidl connected to the side frames, will exert a great force in restoring the frames to normal position when the truck again reaches tangent track.

Since the tie members are connected in the same manner on both sides of the bolster and at opposite sides of the truck, it is not thought necessary to further illustrate or describe these connections.

The bolster 24, which may also be cast, is hollow in order to lighten the weight thereof. It is supported between the tie members 25, 28, in such a manner that it may move vertically in the bolster openings and also swing transversely to the truck frame. In the construction shown, swing hangers 34 and 35 are provided at each end of the bolster for supporting the same. In the form of construction shown in Figs. 1 to 6, these hangers are each provided with openings 38 at their upper ends, through which a pin 31 for each hanger extends.

The upper portion of each side frame is provided with a recess 38 at each side of the bolster (Fig. 6) for receiving the ends of pins 31. Each pin (see Figs. 12 and 13) has an intermediate cylindrical portion 39 to which the hanger link is rigidly attached, and the end of each pin has a reduced portion on its lower side forming what may be termed a knife edge 41, which engages a corresponding v-shaped bearing 42 on the side frame, as shown in Fig. 6, so that the swing hangers, which are keyed to the pin 33, as by means of a Woodrufl key 43, will rotate with the swing hanger. In the form of construction shown in Figs. 1 to 6, the swing hangers are U-shaped, with their arms 44 extending upwardly and connected to the pins 31, as indicated in Figs. 2 and 6.

It is desirable that the bolster supporting mechanism be so constructed that there will be but slight resistance to longitudinal movement of the bolster during its movement through the small amplitude, or during its initial lateral movement, but will rapidly increase when the bolster moves through greater amplitude, or during the final lateral movement of the bolster, as, for instance. while the truck is rounding curves at high speed.

In the form of construction selected to illustrate one embodiment of this feature of the invention, means are provided for swinginglv mounting the bolster so that the eifective length of the swing hangers is automatically shortened at the outer end when the bolster swings laterally of the truck beyond a predetermined amount, as shown. The under side of the ends of the bolster are provided with means for interconnecting with the upper surface of the connecting portion of the swing hangers, as shown more clearly in Fig. 6 of the drawings. As shown, the lower sides of the ends of the bolster are provided with teeth or projections 45, 43, which are adapted to mesh with corresponding teeth 41, 48, on the connecting portion of the swing hanger 34. The teeth 41 extend to a point nearer to the pins 31 than do the teeth 48, so that when the swing hanger and the bolster move to the left in Fig. 6 the bolster will pivot, at 46, on the swing hanger, as shown, during the initial lateral movement, but the teeth 41 will come in contact with the bolster in the recess 49, so that during the remainder of the lateral movement the bolster will be moved vertically on a shorter radius, and consequently its vertical movement will be greater than when it is swinging about the tooth 46. In other words, when the swing hanger 34 moves to the left the tooth 41 will engage the recess 43, and the tooth 45 will be unseated from the recess 5| in the swing hanger.

As a result, the bolster will be moved a greater vertical distance during the latter portion of its movement than during its initial movement for resisting further movement of the car body carried by the bolster, and for biasing the parts to normal position, with a greater force than if the bolster had continued to swing about the longer radius. This is due to the fact that for a given endwise movement of the bolster the shorter radius will move through a greater angle than a longer one, and since the vertical movement of the bolster varies with the size of the angle the vertical movement of the bolster will be greater for the shorter radius.

The swing hangers diverge downwardly slightly, and the teeth are so constructed that there is little orno shifting of the radius at the inner end of the bolster in rounding curves, as indicated in dotted lines in Fig. 3, consequently the sharp elevation of the outer end of the bolster results in a sharp elevation of the center of gravity of the lading. Upstanding shoulders 510 on the ends of the bolster limit the endwise movements thereof during extensive endwise movement of the bolster.

The teeth arrangement will not only more effectively retain the bolster in its normal position. but will also prevent sliding of the bolster relative to the swing hanger. By means of this arrangement short swing hanger links may be employed; consequently the weight of the lading will be more eflective in resisting lateral movement of the. bolster, especially during its final movement in rounding curves at high speed.

It is common practice to resiliently support the truck frame from the vehicle axles, but with the conventional springs extraneous means for preventing harmonic action of these free operating springs are usually. employed.

In the present invention lever mechanism is employed in connection with springs for not only supporting the frame, but supporting it in such a manner that additional shock-absorbing mechanism is not required to prevent harmonic action of these spring assemblies. There is a lever arrangement for each journal box. Since the constructions are alike, only one need be described.

In the form of construction selected to illustrate one embodiment of the invention, a lever 52 has its outer end provided with an elongated concave recess 53 (Fig. 2), which is adapted to engage a corresponding elongated convex pro-' jection 54 on the corresponding journal box, and

has its opposite end provided with a concave recess 55 which is adapted to engage 9. corresponding convex projection 58 on a spring plate $1. The under surface of the spring plate 51 engages resilient means, such as the concentric helical springs 58, t9, the lower ends of which engage a spring cap or spring seat ti, which in turn is provided with a concave recess 62 on its lower side in which is seated a corresponding convex projection 69 on the side frame, as shown in Fig. 2. The projection 63. constitutes a web between the sides of the side frames adjacent their lower portions below the level of the window opening.

The lever 52 is provided with lateral extensions 64!, Bid (Fig. which have their upper surfaces convex for engaging in, or for pivoting in, the corresponding concave surfaces dd in flanges S7, S8, of the bifurcated web dd extending inwardly from the side walls-of each side frame, as shown more clearly in Fig. 5. The web 3d (Figs. 2 and 5) is bifurcated at its lower end to provide a clearance and bearings for the lever $2. The pivotal connection maybe constructed at difierent points along the lever 52, as occasions may require or conditions indicate.

It will thus be seen that the lever 52 is of the second class, in which the outer end engaging the projection t l of the journal box constitutes the fulcrum, and the inner end, which rides on the spring cap ill, constitutes the power end of the lever with the load applied as at El, d8. These three points are in line.

The web or pivot member 53 on the frame constitutes the support for the springs 58, 59, beneath the inner end of the lever 52, consequently if the load be applied at the middle point on the lever the deflection or compressive movement of the spring will be equal to the downward movement of the frame, and the downward displacement of these springs will also be the same as that of the frame. In other words, the inner end of the lever 52 will move downward twice the distance of the frame or the bolster that is carried by the frame.

The pivot at St, 65, is shown as being nearer the fulcrum end of the lever than the power end, hence the deflection or compressive movement of the springs 58, 59, will be greater than the downward movement of the bolster when the latter is depressed. The closer the pivot 68, 65, is to the fulcrum the longer the springs 58 and 58 should be, and the greater will be their deilection for a predetermined downward movemntof the frame. In other words, the closer the load is to the fulcrum, the greater will be the :Ipring deflection relative to the bolster depres- 5 The operation of this lever mechanism, including the friction of the moving parts on one another. will dampen the harmonic action of the springassemblies. Furthermore, even assuming harmonic action possible, the frequency of the vibrations of the springs due to the lever action 4 would be so low that it would be negligible. It would occur only when the truck is moving but a few miles per hour. Since the springs ll, I8, operate through lever mechanism they may be weaker than the conventional stiff helical springs, consequently the lading is supported more resiliently or more softly than the conventional spring assemblies.

The engagement of the outer ends of the levers 52 with the projection 54 on the journal boxes, and the connections at 06, 68, being interlocks, will hold the upper portions of those journal boxes and the frames a substantially fixed distance apart, and consequently tend to reduce the binding between the journal boxes and the inner surfaces of the pedestals H and I8.

It is understood that each journal box is provided with a lever 62, and that there are springs Ed, 59, arranged in the same manner for supporting the side frame from each journal box.

If desired additional spring mechanism may be provided for assisting in supporting the side frames from the journal boxes, as shown in Fig. 2. In this form of construction resilient means. suchas the concentric springs 89 and ii, are provided for assisting in supporting the truck frame from the Journal boxes. The springs 69, ii, may be of any suitable construction, those shown being of the type in which there is a constant static deflection for variable loads, similar to the springs disclosed in Holland application Serial No. M01198. The turns of these springs are of variable cross-section for accomplishing this function. As shown, the springs taper in thickness from one end to the other, although not gradually. Since springs of this type have a constant static deflection, their natural frequency of Vibration would likewise remain substantially constant for all loads. As a result, harmonic action of these springs would occur at certain predetermined speeds for the truck, and

these speeds would be within narrow limits and would probably be moderate. Since harmonic action of the resilient lever mechanism will occur at low speeds only, it will be seen that the tapered springs will cooperate with the resilient lever mechanism for dampening harmonic motion of the entire resilient load suspension at all speeds.

Suitable-spring plates #12, I3 (Fig. 2), are provided for engaging the lower and upper ends of the springs, respectively. The lower spring seat 12 is provided with a concave bearing surface it, which is adapted to engage a corresponding convex bearing surface 75 (Fig. 2) on the upper surface of the outer end of the lever 82. The

upper spring plate 73 is provided with a convex surface 16, which has a bearing in a corresponding concave surface 11 in the upper wall of theside frame, as clearly shown in Fig; 2.

The journal boxes are each provided with Wear plates 19 for engaging wear plates 18 on the inner surface of the pedestals, as shown in Fig. 2. The lower ends of the pedestals are each con- 75 nected together by a tie plate 8!, as is usual in such constructions. These plates BI are attached to laterally extending flanges 82 in the lower ends of the pedestals (Fig. 2) by means of bolts, or the like, 83, and in order to eliminate shearing of the bolts the ends of the tie plate 8| are bent upwardly, as at 84, for engaging the outer edges of the flanges 82 of the pedestals, as shown more clearly in Fig. 2.

The form of construction shown in Figs. '7, 8 and 9 differs from that Just described in that a different spring suspension is employed and the swing hangers for supporting the bolster 24 are made in sections, each hanger comprising a pair of arms 85, 86 (Figs. 7 and 8), and a lower crossmember 81. The upper ends of the arms 85, 88. are connected to the side frames by pins 81, similar to those already described. The lower ends of the arms 85, 8B, are provided with openings 88 (Fig. 9), and the bottom marginal walls of these openings are each provided with an upwardly extending projection 89, which has side edges 9I converging upwardly, as shown in Fig. 9. The bottom surfaces of the ends of the crossmember 81 are provided with corresponding recesses 92, which seat on the projections 89 and are wedged thereon, as indicated in said figure, so that the cross'member 81 will remain fixed relative to the links 85. 86, when said links rotate with the pins 31-during the lateral movement of the bolster. The ends of the connector member 81 are also provided with flanges 93, 94. which engage opposite sides of the link for preventing relative longitudinal movement of the connecting member 81, as shown more clearly in Fig. 7.

The upper surface of the intermediate portion of the connecting member 81 is provided with teeth 95, 98, having a recess 91 therebetween, which is adapted to be engaged by a tooth 98 on the lower surface of the end of the bolster, as shown in Fig. 8. The bolster is also provided with a shorter tooth 99, forming a recess IOI between it and the tooth 98 which is adapted to be engaged by the tooth 95 when the bolster swings to the left from the position shown in Fig. 8, in a manner similar to that already described.

Since the operation of the swing hanger'and the bolster relative to the interlocking teeth arrangement is substantially the same as that shown in Fig. 6, it is not thought necessary to further illustrate or describe the same. In this form of construction the spring suspension does not employ lever mechanism. As shown, eachjournal box I28 (Fig. 7) has forwardly and rearwardly extending wings I29 and I3I, forming spring seats having upstanding curved walls I32, I33, that telescope within corresponding spring seats I34, I35, which are provided with downwardly extending curved walls I38, I31, integral with the side frames I38. Springs I39, I4l, conventionally arranged between the seats I29 and I34, and between the seats I3I and I35, are provided for supporting or assisting in supporting the side frames from the axle boxes. The side frames are also provided with upwardly extending hollow projections above the journal issued February 5, 1935, and need not be further described.

The construction shown in Figs. 10 and 11 differs from that shown in Figs. 7 and 8 in that the spring assembly for supporting the bolster is 10- cated within the ends of the bolster rather than in the ends of the frame, as in the previously described construction. As shown, the bolster 24'- has its outer end provided with a recess I02, having downwardly extending walls I00, within which is telescopically mounted the upwardly extending walls IIO of a spring seat I03. Interposed between the top marginal wall I04 of the recess I02 and the lower telescopic spring seat I03 is a spring assembly I05. This assembly may be of any well known construction, but in the form of the device shown it comprises a plurality of conventional helical bolster springs I08, together with a volute spring I01, which performs the double function of assisting in supporting the bolster and of preventing harmonic action of the spring assembly. This volute spring may be of the type shown in Holland Patent No. 1,990,377, referred to above, and has a bolt I08 which extends axially through the spring and having its ends engaging in brackets I09 and H0, rigidly secured to the members I04, I03, respectively, as shown more clearly in Fig. 11. The under side of the spring seat I03 is provided with teeth I I I. II2, having the recess II3 between the same and which are adapted to cooperate with corresponding teeth I I4, IIB, provided on the upper side of the connecting portion of a swing hanger H6.

The form and arrangement of the swing hanger H6 is similar to that shown at 34 in Figs. 1 to 6 and functions in a similar manner. For this reason it is not thought necessary to again describe the construction and operation of this feature of the invention more in detail. The side frames are integral with the journal boxes.

In Fig. 14 is shown an adaptation of the bolster supporting and stabilizing mechanism of the invention to passenger truck construction. In this form of construction the bolster is shown at H1, and is supported on an elliptic spring II8 which in turn is mounted on a spring plank II9 supported by a swing hanger I20. The truck frame is shown at I2.I, the transom a I22, and the equalizer bars at I 23. The bolster is provided with the usual center bearing I24, within which engages the car body bolster bearing I25 of the car body bolster I26. Since the construction of the truck and the associated mechanism is standard, it is not thought necessary to further illustrate or describe the same. Th lower portion of the outer end of the spring plank I I9 and the upper surface of the cross-member of the spring hanger I20 is provided with interengaglng teeth I21, similar to the arrangement shown in Fig. 6.

Since the details of this connection have been shown and described with reference to the form or construction shown in Fig. 6, it is not thought necessary to further illustrate or describe the same other than to state that they function in substantially the same manner.

It will thus be seen that with this arrangement comparatively more resilient springs may be employed in connection with the levers 52, with the result that harmonic action is reduced to a minimum, softer riding is insured, and that the arrangement is such that the compression of one lever mechanism will affect the bolster but little, if at all, and that in any event the bolster travel is much less than the compression of the springs.

It will also be apparent that in rounding curves the swing hanger arrangement operates to elevate the bolster abouta shortened radius for biasing the same to normal position with a rapidly increasing force, after the initial lateral movement of the bolster and car have taken place. It will also be noted that not only will the members tend to restore the side frames to normal position after the truck has rounded the curve, but that the concave and convex form of the pivots oi the levers and associated parts will also tend to restore the parts to normal position at such times.

It will also be seen that with the interconnected teeth on the bolster and swing hangers the shortening of the radius will result in an elevation of the center of gravity of the load which will resist further lateral movement of the bolster and supporting load, so that shocks due to the bolster-engaglng stops will be greatly reduced or entirely eliminated.

It is thought from the foregoing, taken in connection with the accompanying drawings, that the construction and operation of our device will be apparent to those skilled in the art, and that changes in size, shape, proportion and details of construction may be made without departing from the spirit and scope of the appended claims.

We claim as our invention:

1. In a railway truck, a truck frame comprising a pair of side frames each having pedestals at opposite ends, transoms each having a rigid central portion and flexible ends for connecting said frames flexibly together, wheeled axles, journal boxes for said axles, swing hangers pivotally mounted on said side frames to swing longitudinally of said axles, a bolster supported on said swing hangers, and interlocking teeth between said swing hangers and the lower side of said bolster, said teeth being so constructed and arranged that said bolster will swing along a curve of comparatively long radius during-its initial outward endwise movement under the influence of centrifugal action during the rounding of curves by said truck and along a curve of shorter radius as said bolster swings endwise beyond its initial movement.

2. In a railway truck, a truck frame comprising a pair of side frames each having pedestals at opposite ends, transoms connecting said frames together, wheeled axles, journal boxes for said axles, swing hangers pivotally mounted on said side frames to swing longitudinally of said axles, a bolster supported on said swing hangers, and interlocking teeth between said bolster and hangers, the outer teeth of said hangers and bolsters being on shorter radii from the pivotal points of said hangers than the inner teeth thereof, said swing hangers converging upwardly when in normal position, whereby on rounding curves the-outer end of said bolster will rise slightly during the initial outward movement of said bolster under the action of centrifugal force and then rise abruptly during the continued outward movement of said bolster.

3. In a railway truck, a truck frame comprising a pair of side frames each having pedestals at opposite ends, transoms l connecting said frames together, wheeled axles, journal boxes for said axles, swing hangers pivotally mounted on said side frames to swing longitudinally of said axles, said hangers diverging downwardly, a bolster supported on said swing hangers, the pivotal connection between said bolster and swing hangers being such that the initial outward swingshaped bearings on said side frames, pins having knife-edge journals engaging said bearings, U- shaped swing hanger members keyed to said pins and diverging downwardly therefrom, the horizontal portions of said hangers having upwardly upstanding teeth thereon arranged in a row extending longitudinally of the bolster, the outer tooth being longer than any in the row, the under side of. said bolster having a complemental row of teeth with the inner one shorter han any in the row for engaging the teeth on sai hanger, whereby when said bolster moves endwise the outer end thereof will move vertically more abruptly during the latter portion of its movement than during the initial movement thereof.

5. In a railway truck, a pair of wheeled axles each having a Journal box at each end thereof. side frames having bolster openings therein and pedestals slidably engaging said journal boxes, flexible tie members for connecting said frames together and constituting a flexible transom, each of said tie members comprising a channel member with its flanges in horizontal planes, said flanges being removed adjacent the ends of said tie member and the web portion of the channel extending into said opening and rigidly connected to said frames, and a bolster supported between said tie members.

6. In a, railway truck, side frames, transoms connecting the side frames, a bolster between the transoms, a. swing hanger for each end of the bolster pivotally connected to the transoms, a

spring plank carried by said hangers, spring means supported on said spring plank for supporting said bolster therefrom, and an interlocking teeth connection between said swing hanger and spring plank, the teeth of said connection being so constructed and arranged that the initial outward swinging movement of said bolster will be along an arc havinga longer radius than its final swinging movement in rounding curves at high speed.

7. In a railway truck, a plurality of axles, journal boxes for each axle, side frames integral with said journal boxes, flexible tie members connecting said side frames, a bolster between said tie members, said bolster having recesses in the under side of each end, a spring seat having upstanding walls for telescoping into the walls of said recess to form a housing, a spring assembly within said housing for resiliently supporting said bolster from said spring seats, swing hangers for supporting said spring seats, and cooperating means on said hangers and spring seats for causing the outer end of said bolster to swing about a shortened radius during the final outward movement thereof in rounding curves at high speed.

8. Ina railway truck, a truck frame member comprising a pair of side frames, wheeled axles for supporting said truck frame member, transoms connecting said side frames together, a bolster member, means including swing hangers having teeth spaced apart transversely of the truck for supporting said bolster member for endwise swinging movement, said means comprising a pivotal connection including cooperating teeth adapted to be interlocked with the first named teeth so constructed and arranged that the initial outwardswinging movement of said bolster member will be along an are having a longer radius than its final swinging movement in rounding curves at high speed.

9. In a railway truck, a truck frame comprising a. pair of side frames and transoms connectl ing said frames together, wheeled axles for supporting said truck frame, swing hangers pivotally mounted on said truck frame to swing longitudinally of said axles, said hangers diverging downwardly and having teeth spaced apart transverse- 1y of the truck. a bolster, mechanism including resilient elements for supporting said bolster mm mm. cmus J. 110mm). 

